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No Model.) 2 Sheets-Sheet 1.

J. KENYON 8v G. WHEWELL.

GON$TRUOTION 0F BICYCLE FRAMES No. 599,450. Patented Feb. 22,1898.

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' J. KENYON 8: G. WHEWELL. GONSTRUGTION OF BICYCLE FRAMES No, 599,450. Patented Feb. 22, 1898.

m: wams nuns co. PHOTO-7H0, WASHINGTON, n. c,

UNITED STATES PATENT rrion.

CONSTRUCTION OF BICYCLE-FRAMES.

SPECIFICATION forming part of Letters Patent No. 599,450, dated February 22, 1898. Application filed May 14:, 1897. Serial No. 636,584. (No model.) Patented in England September 23,1896, No. 21,046.

To all whom it may concern.-

Be it known that we, JAMES KENYON and GEORGE W'HEWELL, subjects of the Queen of Great Britain, residing at Blackburn, in the county of Lancaster, England, have invented certain new and useful Improvements in the Construction of Bicycle and other Cycle Frames, (for which we have obtained Letters Patent in Great Britain, No. 21,046, bearing date September 23, 1896,) of which the following is a specification.

Our invention relates to improvements in the construction of bicycle and other cycle frames; and the chief object of our improvements is to absorb shocks and diminish vibration without reducing the strength of the frame or adding to its weight. WVe attain this object by the construction illustrated on the accompanying two sheets of drawings,.in which- Figure 1 is an elevation of a bicycle with a frame constructed according to our invention. Figs. 2, 3, and 4 are sectional views, on a larger scale, of three alternative forms of buffer-joint.

In Fig. 1, a is the front wheel b, the back wheel; 0, the front and d the back pillar; e, the backstay; f, the crank-shaft; g, the pedallevers, and h the chain driving-gear.

All the foregoing parts are of the ordinary or any suitable construction and in themselves form no part of our present invention, which consists, essentially, in the arrangement, use, and application of a buffer-joint in that part of the frame which connects the front and back pillars together.

In carrying our invention into effect we connect the front and back pillars c d and the bracket which carries the crank-shaft f by stays j to a tube 2', preferably bent into the form of a ring, which we consider the best form, although we do not wish to limit ourselves to the ring shape, as the tube i might be elliptical or of other suitable form. One end of the tube c' is enlarged or has a sleeve 7r secured to it, as shown, to receive the other end of the tube 2', which has a plug Z brazed or otherwise secured in it, as shown in the detail views, Figs. 2, 3, and 4:. The plug Z is slotted at Z and also has a pin-hole Z formed in it, and on the sleeve 7c is fixed a ring m, through a pin-hole 'm' in which and the slot Z is passed a pin a to connect the parts 2' and it together, while reserving for them a certain freedom of movement limited by the length of the slot Z. The pin a is preferably attached to the sleeve by a light chain 0 to prevent any possibility of its getting lost. The end of the tube i is closed by the plug Z, fixed therein, and between it and a disk 19, fixed in the sleeve It, is placed a coiled buffer-sprin g g, Fig. 2, or a piece of india rubber q, Fig. 3, to act as a buffer-spring, or the space may be left empty, Fig. 4, when the elasticity of the tube 2' is sufficient without a separate bufferspring.

When the bicycle is being ridden, the movements of the machine due to inequalities or obstructions on the surface of the road will cause the ends of the tube 2' and the sleeve 70 to slide the one within the other and thereby take up or absorb some of the shocks and vi bration which would otherwise be felt by the rider, particularly in his hands and arms.

In cases where a buffer-spring is used, as illustrated by Figs. 2 and 3, the tension of the spring can be adjusted by pressing the end of the tube ifarther into the sleeve Z0 and passing the pin n through the hole 112 in the ring m and sleeve is and through the slot Z in the plug Z, thereby increasing the stiffness or resistance of the buffer. Again, when required-say, for example, through failure of the spring or otherwise-the tube '5 and sleeve 70 can be locked together by passing the pin or through the hole m in the ring 177. and sleeve 7.: and the hole Z in the plug Z.

We have only illustrated our improvements as applied to a bicycle; but it is obvious that they may be applied to other forms of cycles.

Having now particularly described and ascertained the nature of our said invention and in what manner the same is to be performed, we declare that what we claim, and desire to secure by Letters Patent of the United States, 1s-

1. In combination .in a bicycle-frame the front and rear pillarsand the connecting split ring having its ends telescoping and provided with a spring-cushion to take up the shock, substantially as described.

2. In combination in a cycle-frame, the front and rear pillars, the split-ringdike part connecting them, and the coupling between the ends of the ring comprising the sleeve receiving one end of the ring to slide thereon, and the pin-and-slot connection between the sleeve and said end, substantially as described.

3. In combination in a cycleframe, the front and rear pillars, the splitring-1ike part connecting them, and the yielding coupling between the ends of the ring-like part comprising the sleeve on one end receiving the other end to slide in relation thereto, the pinand-slot connection between the parts and the spring for exerting a pressure thereon, substantially as described.

In witness whereof We have hereunto set our I 5 hands in presence of two witnesses.

JAMES KENYON. GEORGE WHEWELL.

Witnesses:

H. B. BARLOW, S. W. GILLETT. 

